Railway bridge joint



3 Sheets-Sheet 1 A. B. CHAPMAN RAILWAY BRIDGE JOINT Ll U Filed Oct. 25, 1946 Feb. 7, 1950 A. B. CHAPMAN 2,496,855

I RAILWAY BRIDGE JOINT Filed oct. 25, 1946 3 Shets-Sheet 2 Feb. 7, 1950 A. a. CHAPMAN RAILWAY BRIDGE JOINT 3 Sheets-Sheet 3 Filed Oct. 25, 1946 Patented Feb. 7, 1950 UNITED STATES PATENT OFFICE RAILWAY BRIDGE J OIN 'll Asa B. Chapman, Evanston, Ill., assigner to Conley Frog and Switch Co., Memphis, Tenn., a corporation of Tennessee Application October 25, 1946, Serial No. 705,619

10 Claims.

My invention relates to improvements in railway track bridge joints.

It has for one object to provide a joint which, when open, will not interfere with bridge move- 2 on the bridge structure with a gap between them where the bridge opens, and removable means which may be placed in register With the two track ends to ll the gap between them when ment, and when closed, will support the railroad the bridge is closed, and which may be lifted out car Wheels throughout their entire travel across of register to permit bridge movement as the the joint, there being no place, as a wheel travels bridge opens. The arrangement and support of across the joint at which the wheel is not supthe track rails on each side of the gap is the ported by a rail member. same except that the parts are reversed.

Another object is to provide a bridge joint l are conventional railway T rails. Abutting which Worn railroad Wheels may pass With a on the end of each rail l is a rail point 2 shaped minimum of shock and interference. to all intents and purposes like a conventional Another object is to provide a positive locking rail except that it is somewhat thicker in the means which will hold the joint rigidly and posiweb. l and 2 are held together by angle bars tively in position when the bridge is closed. S and 4, angle bar d being oiiset to take care of Another object is to provide a joint member the increased rail Web Width. The angle bars which can be assembled accurately and effectively are held to rail sections l and 2 by bolts 5, nuts in the field with a minimum of field finishing and 6 and lock washers l. The web of the rail point adjustment, and wherein parts that wear and member 2 decreases in width toward the bridge break or need replacement can be easily replaced gap and becomes hollow, as shown in dotted lines from the factory with a minimum of field fitting. in Figure 1, and in section in Figure 5, and is pro- Other objects of my invention will appear from vided with horizontal ilanges 8 and 9, as shown time to time throughout the specification and in Figure 1. These flanges 8 and 9 extend beyond claims. the end of the rail point to the bridge opening My invention is illustrated more or less diagap. Projecting upwardly from iianges 8 and 9, grammatically in the accompanying drawings parallel with the rail but spaced therefrom are wherein: integral vertical ilanges IU, Ii. Abutment webs Figure 1 shows a plan View of the joint in l2 join and reinforce the flanges 8, 9, I0 and closed position; Il. Flanges l0, Il form, in effect, a sort of trough Figure 2 shows a side elevation of the joint 30 on both sides of and slightly below the upper in closed position; level of the track point 2.

Figure 3 is a side elevation of the joint in open At the opposite end oi the joint, as above reposition; ferred to, the assembly is substantially the same Figure 4 is a section along the line 4-4 of excep-t that there is no hole in the iloor of the Figure 1; 35 trough and the parts are, in effect, reversed. In

Figure 5 is a section along the line 5-5 of each case the track point 2 is reduced in width Figure 1; toward the inner end of the trough or cradle de- Figure 6 is a section along the line 6 6 of fined by the flanges or Walls I0, ll. It will be Figure 1; understood that the gauge line is the line IS Figure 7 is a section along the line 'l-l of 40 in each case, and that the height of the two Figure 1; rail points and rails l, when they are properly Figure 8 is a section along the line 8--8 of positioned, is the same.

Figure 1; The gap between the two rail points is filled Figure 9 is a section along the line 9-9 of when trains run over the track by the raising Figure 1; 4.5 rib l1 shown in Figure l in a position of align- Figure 10 is a partial plan view on an enlarged ment with the track and in Figure 3 in the open scale; and position. The raising rib Il is bifurcated at both vFigure 11 is a plan view 0f the raising bar. ends as indicated in Figures 6, 7 and 8. The

I have illustrated irl the drawings merely a bifurcated portion straddles the rail point 2 at J'Oni' fOr 011e rail; the joint fGI the ODPOSS rail 50 each end. The intermediate part of the raising in any pair of rails forming a railway track is rib is, as indicated in'Figure 9, not bifurcated merely reversed, and no further illustration, it is though hollowed out for sake of lightness and thought, is needed. v ease in casting. At the pivotend, the bifurcated In general the track joint involves two track raising rib has two extensions i3, I9, one on rails in alignment, rigidly mounted and supported either side of the track point 2 which terminate in downwardly extending lugs 20 and 2|, apertured to receive the threaded bolt 22 with its nut 23 and head 24, and spacing washer 25 to pivotably support the lift bar 2S which has a locking and camming nose 21 adapted to engage a pocket 28 in the rail point to lock the raising rib in its horizontal position or to cam it out into the elevated position when downward tension is exerted on the connecting rod 28|, pivoted at 29 to the lift bar. The raising rib is pivotally supported on the pin or bolt I3 as indicated in Figure 7,

At the opposed end the raising rib is also bifurcated at |80 and |90 to engage the opposite rail point 2. The raising rib other than the track portion 3| therefore is located below the rail point 2, but intermediate its two ends, is provided with an upwardly extending rib 30 to guide the inner ange of a car wheel as it travels along the track point 2 and the track portion 3|.

The walls I and which dene a trough are outwardly iared as at 32 and 33 in opposition to one another, and the raising rib, as indicated in Figures 8 and 9, is of such contour as to fit within the trough; the upper portion of the rib, tting in the trough, being outwardly flared in general conformity to the outward flaring of the wall and Ii. Outwardly projecting pads are cast integrally with the ared portion of the raising rib as indicated at 34. These pads in practice being ground to size to fit the trough walls and support the raising rib when in the wheel carrying position, the raising rib being thus socketed and supported at both ends in the trough to insure rigid support of the rib and positive alignment of track section 3| with the rail points 2 and track rails The track portion of the raising rib l1 tapers and is reduced in cross section at each end in conformity with the tapering of the rail points 2, so that when in the closed position, the tapered portion of the raising rib and its mating tapered track point combine to complete a track surface adequate to support car wheels as indicated in Figure 8. Outside the rail portion, the raising rib is reduced in height as indicated in Figures 6, '7, 8 and 9.

By reference to Figure l0, it will be noted that the rib Sill is interrupted intermediate its ends to form a notch 35 into which may penetrate a locking pin 36 having a nose 31 to overhang the raising rib and hold it against unintentional upward displacement. Flanges 38 on the base of the locking pin travel beneath integral anges 39 on the web 9, and the lock 36 may be moved into and out of position by any suitable means applied through the connecting member 43.

There is always likely to be trouble in connection with switch frogs, rail points, etc. arising from the use of worn car wheels. By worn car wheels, I mean, where the tread adjacent the flange has` worn down by contact with the track rails until the tread is grooved, and, in effect, instead of having a single-flanged wheel, one may have what is, in effect, a double-flanged wheel. Such double-iiange will hit all frog or point elements and in order to provide clearance and prevent such hitting, I have cut away the track rail as at 4| in Figure 4, or tapered or chamfered off at the top of the rail as shown at 42 in Figures 6, 7, 8 and 9; thus providing a clearance for the outer ange of a worn wheel so that the wheel may pass over the bridge joint with a minimum of interference.

The two complementary rail points together substantially from end to end furnish a wheel bearing surface substantially the same as the wheel bearing surface of the rail itself but because as pointed elements they are relatively thin and have less support than the rail head, there is a tendency toward hammering them down. To guard against this, it will be noted that the rail points themselves from their tapered ends to a point not less than half way of the length of the joint are raised a few thirty-seconds of an inch above the level of the remainder of the wheel supporting surface. The point and hammer of the wheels as they pass over the joint tends to upset the thin point slightly and by cold working harden the surface, after which further upsetting and reduction in height does not occur.

It will be realized that whereas I have illustrated and described an operative device, still many changes might be made in the size, shape, number and disposition of parts without departing materially from the spirit of my invention. I wish, therefore, that my showing be taken as in a broad sense as diagrammatic rather than limiting me to the precise showing.

The use and operation of my invention are as follows:

W ith the parts in the position shown in Figures 1 and 2, the raising bar is locked in alignment with the two track points by the lift bar nterlocking at the pivot end and the locking pin intermediate the two ends of the raising rib. Under these conditions trains may pass over the bridge, the wheels being supported at all times either on the standard track rail, the switch point or the track portion of the raising bar or a combination of switch point and raising bar where the two tapered elements overlap, and additional guide and security is given by the rib on the raising bar which can engage the inner side of the wheel ange during the time the wheel is on the narrowed taper ends of the rail point and the raising rib. The locking eiect of the locking pin and the lift bar is accomplished by any suitable connection working in conformation with or controlled by the bridge operating mechanism in any suitable manner.

When it is desired to open the bridge, the locking pin 36 is withdrawn and tension is exerted on the connection 28| to rotate the lift bar to cause the upper cam surface thereon to engage the top wall of the pocket 28 in the track point 2. The combination of the downward tension of the member 28| and the resultant rotating action of the lever 2S tends to exert a downward pull on the ears 2G, 2i, and rotates the raising rib about its pivot support on the pin I3. As indicated in Figure 3 of the drawings, this results in raising the rib out of contact with both of the rail points as the raising rib is lifted out of its supporting trough. The rotation or lifting of the raising rib continues until it is entirely cleared of the opposite rail point when the bridge operation may take place. When the bridge has again closed, the raising rib by reverse operation is returned to its seat in the trough and then locked in place. It is important to note that there is thus a positive and effective track bridge across the gap between the bridge abutment and the moving bridge parts so that sudden impact on the bridge is reduced to a minimum and noise and vibration at the point of transfer from xed to movable railway bridge support, and vice versa, is cushioned and supported. Thus smooth, reasonably silent, train. operation across the bridge with a minimum vibration results.

I claim:

, 1. An expansion and bridge joint for railroad tracks and `the like, including a trough having portions lying on opposite sides of a gap in alignment with a railroad track rail, two track points one integral with and contained within the trough in extension of a track rail, the other movably seated in the trough, in extension of a track rail aligned with the first rail', the movabley track point and the trough having opposed inclined bearing ,-surfaces, a plurali yof bearing blocks integralwith one and projecting toward the opposed bearing surface whereby the movable point is firmly supported in the trough, the bearing surface of the track points being raised above the "remainder of the wheel surfaces of the joint from the smaller end of the point back to the place where the width of the track point is equal to half of the width of the track wheel bearing surface.

2. Rail joints for bridges and the like including aligned, fixed, track points, a removable track member bridging the gap between them, having at each end a track point complementary to one of the xed track points, and including intermediate its ends a track section effective to support a railroad car wheel, a xed supporting channel for the removable member having alined portions disposed on opposite sides of said gap, the removable member having outwardly projecting bearing ribs having inclined bearing surfaces, the channel having inclined bearing surfaces to receive the ribs.

3. An expansion and bridge joint for railroad tracks and the like, including a trough having portions lying on opposite sides of a gap in alignment with a railroad track rail, two track points, one integral with and contained within the trough in extension of a track rail, the other movably seated in the trough in extension of a track rail aligned with the first mentioned rail, the movable track point and the trough having opposed, inclined bearing surfaces, a plurality of bearing blocks integral with one, and engaging the opposed, bearing surface, whereby the movable point is firmly supported in the trough, the track points being oppositely tapered and in engagement with each other to provide a wheel bearing surface in alignment with and in continuation of the wheel bearing surfaces on the track rails.

4. An expansion and bridge joint for railroad tracks and the like, including a trou-gh having portions lying on opposite sides of a gap in alignment with a railroad track rail, two track points, one integral with and contained within the trough in extension of a track rail, the other movably seated in the trough in extension of a track rail aligned with the rst mentioned rail, the track points being oppositely tapered and in engagement with each other to provide a wheel bearing surface in alignment with and in continuation of the wheel bearing surfaces on the track rails, the track points being raised above the wheel bearing surfaces on the track rails from the apex of each point back to the place where the width of the point is not less than one half the total width of the track wheel bearing surface.

5. An expansion and bridge joint for railroad tracks and the like, including a trough having portions lying on opposite sides of a gap in alignment with a railroad track rail, two track points,

one integral with and contained within. the trough in extension of a track railthe other movably seated in the trough in extension of a track rail aligned with the rst mentioned rail, the movable track point and the trough havin-g opposed, inclined bearing surfaces, a plurality of bearing blocks integral with one, and engaging the opposed, bearing surface, whereby the movable point is firmly supported in the trough, the track points being oppositely tapered and in engagement with each other to provide a wheel bearing surface in alignment with and in continuation of the wheel bearing surfaces on the track rails, the track points being raised above the wheel bearing surfaces on the track rails from the apex of each point back to the place where the width of the point is not less than one half the total width of the track wheel bearing surface.

6. A rail joint for bridges and the like, including a pair of aligned, spaced troughs, an integral track point fixed in each trough, a removable track member having at each end a track point complementary to the integral track points, the removable member having an intermediate track section effective to support a railroad car wheel as it passes from one pair of complementary track points to the other, the removable member and the trough having opposed, tapered, engaging surfaces, the removable member having a plurality of projecting lugs extending toward the trough bearing surfaces, the lugs having bearing surfaces adapted to engage the trough bearing surfaces.

7. A rail joint for bridges and the like, including a pair of aligned, spaced troughs, an integral track point fixed in each trough, a removable track member having at each end a track point complementary to the integral track points, the removable member having an intermediate track section effective to support a railroad car wheel as it passes from one pair of complementary track points to the other, the removable member and the trough having opposed, tapered, engaging surfaces, the removable member having a plurality of projecting lugs extending toward the trough bearing surfaces, the lugs having bearing surfaces adapted to engage the trough bearing surfaces, means for lifting the removable member out of the trough to permit bridge opening, the bearing surface on the track where it is engaged by the bearing surface on the removable member being smooth and offering no opposition to relative linear displacement.

8. A rail joint for bridges and the like, including a pair of aligned, spaced troughs, an integral track point fixed in each trough, a removable track member having at each end a track point complementary to the integral track point, the removable member having an intermediate track section effective to support a railroad car wheel as it passes from one pair of complementary track points to the other, that portion of each track point extending from its apex as far back as the point at which the wheel supporting surface on the track point its at least one-half as wide as the rail being raised above the rail surface to concentrate wheel hammer thereon.

9. An expansion and bridge joint for railroad tracks and the like, including a trough having portions lying on opposite sides of a gap in alignment with a railroad track rail, two track points one integral with and contained within the trough in extension of a track rail, the other movably seated in the trough, in extension of a track rail aligned with the first rail, the movable track point and the trough having opposed inclined bearing surfaces, the bearing surface of the track points being raised above the remainder of the wheel surfaces of the joint from the smaller end of the point back to the place Where the Width of the track point is equal to half of the Width of the track wheel bearing surface.

10. An expansion and bridge joint for railroad tracks and the like, including a trough having portions lying on opposite sides of a gap in alignment with a railroad track rail, two track points, one integral with and contained Within the trough in extension of a track rail, the other movably seated in the trough in extension of a track rail aligned with the rst mentioned rail, the track points being oppositely tapered and in engagement with each other to provide a wheel bearing surface in alignment with and in continuation of the wheel bearing surfaces on the track rails, the Wheel bearing surface of the track point on the outside of the rail' being reduced in a direction away from the gauge line to provide clearance for worn wheels.

ASA B. CHAPMAN.

REFERENCES CITED The following references are of record in the le of this patent:

UNT'IED STATES PATENTS Number Namo Date 756,651 Kelly Apr. 5, 1904 850,161 Hysan Apr. 16, 1907 876,073 Mershon et al. Jan. 7, 1908 880,344 Wasser Feb. 25, 1908 2,067,695 Conley Jan. 12, 1937 

